Four-cycle engine



2 Sheets-Sheet 7 TTORNEYS.

E. J. BRING FOUR-CYCLE ENGINE Filed Dec. 16, 1927 Feb. l1, 1930.

Feb. 11, 1930.

FOUR- CYCLE ENGI NE Filed DeC. 16. 1927 H6. 9. @f6/NNW@ 0f- /N T4 m: PER/00.

P55700. E56/mmv@ 2 Sheets-Sheet 2 @W4/.257 Pf6/00.

. INVENTO ATTORNEYS.

Patented eh. 1l, 193

sr'ras FOUR-CYCLE ENGINE Application filed December 16, 1327. Serial No. 240,405.

`Four cycle internal combustion engines have heretofore been provided with sliding valve controls. One type of such sliding valve construction involves two sleeves slids ing within the cylinder wall, the variable movement of these sleeves with relation to the ports giving the port openings and closures in proper sequence for the four cycle' operation. Another type of valve operating withlo in the-cylinderwalls comprises a single sleeve y in which the proper sequence of port openings is accomplished by giving to the valve a combined axially directed reciprocating and oscillatory movement giving to the port of the valve an orbital travel picking up the inlet and exhaust ports `in a comparatively closely associated part ofthe orbit. "Both of these structures have their faults. The double sleeve valve involves a multiplicity of sliding parts and a duplication of the operating mechanism for actuating the two sleeves in `their proper relation. The single sleeve having an orbital movement requires an individual gear driven operating crank for each sleeve resulting in high cost. With the present invention I utilize a single sleeve recipr-ocating preferably in an axial direction and actuate thisl sleeve Vwith a variable speed mechanism thereby giving tothe valve closures and port openings in proper sequence. In this way I gain simplicity over both the orbitally moving single sleeve valve and the dual sleeve construction referred to. Features and details of the invention will appear from the specification and claims.

l A prefered embodiment of the invention is illustrated in the accompanying drawings as follows y Fig. l shows a central vertical section through the engine.

" Fig. 2 a section on the line 2-2 in Fig. l. Fig. 3 a section on the line 3 -3 in Fig. 1. Fig. 4 a view of the valve actuating lever cap.

VFigs. V5to 11 inclusive show the cylinder, valve and actuating mechanisms in their different positions throughout a complete cycle of the engine, two rotations of the power crank. i

1 marks the engine cylinder. This is provided with the inlet ports 2 which open from a semi-annular passage 8 connected with an inlet pipe 4.. The cylinder is also provided with exhaust ports 5. These are connected with the semi-annular exhaust passages 6 connected to an exhaust pipe 7. The pas- .4a-ges 3 and 6 are separated by a wall 8 Y shown in dotted lines in Fig. 1. The cylinder is provided with a water jacket 9 arranged in the usual mannen A `sliding valve 10 seats on the cylinder wall. It is provided with inlet ports 11 and exhaust ports 12. As shown the inlet and exhaust ports are offset axially and the inlet and exhaust ports of the valves arein the same cross plane. The dwell, or closure position, of the valve is, therefore, betweenthe ports 2 and 5 and `this specific arrangement of ports and valves may be varied without changing the invention in its broader aspects at least.

A piston 13 operates in the cylinder seat within the walls of the valve. A connecting rod 132L extends from the pistonto a crank 14:. The crank extends from a crank shaft 15 in a crank case 16.

A valve driving gear 17 is mounted on the crank shaft and drives a gear 18, these gears having a ratio of two to one so that the gear 18 has one revolution with two revolutions'of the crank shaft. llfhe gear 18 is mounted on a shaft 19. A crank 20 is formed in this shaft. A lever 21 is driven from the crank 20. It is formed oftwo sides 22, each of which is pro`- vided with a guide slot 23. Each side 22is provided with a half bearing 24 and these 85 half bearings are completed by a cap 25, the cap being integral and secured to the two halves 22 locking these two halves together forming a lever of U-shape as viewed from above. The lever 22 is provided with integral trunnions 26 which extend into bearings 2'? in a link 28, the link being of double formation, but of integral construction. The lower end of the link is pivoted on pins 29 secured in brackets 30 extending` from the crank case. 95 A pin 31 is journaled in a bearing 32 arranged in an arm 83 extending from the valve 10. The pins 31 have the flattened surfaces Sat which adapt them to operate in the guide slots 23. The lever 21 is provided with an opening 35 at its forward end through which the pin 31 may be assembled.

With this mechanism it Will be noted that the movement of the crank 2O is conveyed to the valve 10 through the lever 21, the lever operating over the fulcrum formed by the link 28 with a varying arm and this varies the travel given to the valve with different parts of the travel of the crank so that while the movement is constant there is a comparative dwell in the movement of the valve during the compression and power strokes and a comparatively fast movement transferring the valve from exhaust to intake so that it is possible to accomplish the proper valve movement with a single sleeve through this driving mechanism. The position of the parts is carried through in the drawings starting with Fig. 5 where the crank is on center and the valve ports at an intermediate point between the inlet and exhaust ports of the cylinder. The crank is on center at the end of the compression stroke and the engine being in what may be termed the ignition zone.

Fig. 6 indicates the position of the parts at practically the completion of the power st-roke and at the beginning of the exhaust. It will be noted that the travel of the valve during this entire stroke of the piston has been very slight due to the fact that the pin 3l is close to the fulcrum formed by the trunnions 26 so that the lever has given but little movement to the valve with considerable movement of the crank 20.

In Fig. 7 the parts are shown at the middle of the exhaust period, the exhaust ports of the valve registering completely with the exhaust port. It will be noted that the engine crank as progressed beyond the center and that the valve actuating crank 20 has moved to Swing the fulcrum formed by the trunnions 26 away from the pin 3l so that the lever arm has considerable length. It will also be noted that the crank 20 has reached a point where its direction of movement is more effective in giving travel to the lever.

In the position shown in Fig. 8 the piston has completed the exhaust stroke and the exhaust ort is closed. In ig. 9 the piston has started the beginning of the intake movement and it will be noted that the ports of the valve are at the point of uncovering the inlet ports.

In Fig. 10 the piston has advanced to nearly the bottom of the stroke and the inlet port is wide open.

In Fig. 11 it will be noted that the return movement of the valve has closed the inlet port.

The valve remains in this closure position with a complete upward movement of the piston during the compression stroke and ack to the position shown in Fig. 5, remaining closed, as it will be seen, therefore, dur- .ing the compressionn stroke from the position shown in Fig. l1 to the position shown in Fig. 5 and during the power stroke from the position shown in Fig. 5 to the position shown in Fig. 6.

With this reciprocating valve traveling back and forth in the same path it is possible to put the parts in diierent axial positions and with proper bridging of cylinder ports to use rings on the valve and increase its elfectiveness, particular-l during the compression and power strolies. Such rings are indicated at 36.

What I claim as new is l. In a four cycle engine, the combination of a cylinder ported for inlet and ex- 1 haust; a piston in the cylinder; a power shaft driven by the piston; a reciprocating slide valve controlling the ports; a variable speed driving mechanism driven by the shaft comprising a crank, a lever actuted by the crank, and means guiding the lever; and a sliding connection between the lever and the valve, the connection varying the arm of the lever in its travel as actuated by the crank.

2. In a four cycle engine, the combination of a cylinder ported for inlet and exhaust; a piston in the cylinder; a power shaft driven by the piston; a reciprocating slide valve controlling the ports; a variable speed driving mechanism driven by the shaft comprising a crank, a lever actuated by the crank, and means guiding the lever; and a sliding conL nection between the lever and the valve, the connection varying the arm of the lever in its travel as actuated by the crank whereby the transit of the valve from exhaust to inlet p0- sition is faster than the return transit.

3. In a four cycle engine, the combination of a cylinder ported for inlet and exhaust; a piston in the cylinder; a power shaft driven by the piston; a reciprocating slide valve controlling the ports; a variablel speed driving mechanism driven by the shaft comprising a crank, a lever actuated by the crank, and means guiding the lever comprising a pivoted link; and a sliding comiection between the lever and the valve, the connection varying the arm of the lever in its travel as actuated by the crank.

Il. In a four cycle engine, the combination of a cylinder ported for inlet and exhaust; a piston in the cylinder; a power shaft driven by the piston; a reciprocating slide valve controlling the ports; a variable speed driving mechanism comprising a crank; a U-shaped lever mounted on the crank, said lever having guide surfaces thereon; a slide secured to the valve and operating in said guide; and a link forming a fulcrum for the lever.

5. In a four cycle engine, the combination of a cylinder ported for inlet and exhaust; a piston in the cylinder; a power shaft driven by the piston; a reciprocating slide valve controlling the ports; a variable speed driving mechanism comprising a crank; a Ufshaped lever mounted on the crank, said lever having guide surfaces thereon; a slide secured to the valve and operating in said guide; and a link extending from both arms of the lever forming a ulcrum for the lever.

6. In a four cycle engine, the combination of a cylinder ported for inlet and exhaust; a piston in the cylinder; a power shaft driven by the piston; a reciprocating slide valve controlling the ports; a variable speed driving mechanism comprising a crank; a lever comprising two separate sides having bearing halves thereon; a cap for the hearing joining the halves and giving to the lever a U-shaped form, the sides of the lever being provided with'guides; a slide secured to the valve and n operating in the guides; trunnions extending from the sides of the lever; and links extending from the trunnions and forming a ful- Crum for the lever.

In testimony whereof I have hereunto set 1n hand.

y EINAR JOHAN BRING. 

